System of train control



June 24, 1930. P. J. SIMMEN I SYSTEM OF TRAIN CONTROL Filed Sept. 10, 1923 2 Sheets-Sheet 1 mm .H h

nven r Paul J Simmen Qttorrzegys June 24, 1930.

P. J. SIMMEN SYSTEM OF TRAIN common Filed Sept. 10, 1923 2 Sheets-Sheet 2 Inventor Paul Jifimmem by 19 916;) 7M Qfiforrgeyns.

Patented June 24, 1930 I UNITED STATES recto. srivmnn, or some, NEWIYORK SYSTEM or TRAIN oonrnor.

Application filed September 10, 1923. Serial No. 66 L853.

This invention reiates to a system of train control applicable to a single line of track upon which trains are operated in" both directions. The line of track is divided into sections, which are in turn divided into signal blocks, these being provided in any desired number in each section; and provision is made whereby trains travelllng in opposite directions may pass at or adjacent in to the ends of thesections. A line of track so characterized maybe embodied in a single track railway or it may be one of the tracks of a double track railway upon which at certain times it is desirable to operate trains to in a direction opposite to th direction of normal running. Such use of a double track railway may be resorted to during periods of the day when the trafiic in one direction is excessive, as for example, in the case of commuters trains entering a large city at close intervals in the torenoon and leaving it at close intervals in the afternoon. In such a case westbound trains may be operated on V the track intended normally for eastbound trains and vice versa.

The principal object of the invention is to provide a system which is controlled by a dispatcher at a central office and which combines facility of control, maximum utilizaso tion of track capacity and automatic safeguarding of trains according to traflic conditions and to their intended direction of travel. e

A further object'is to provide a system wherein two trains approaching the same section of the line on blocks just beyond the ends of said section will each automatically receive stop or caution signals at points in advance of the ends of said section.

A further object is to provide an automatic and continuous record at. the dis patchers ofii'ce of the movements of trains along the various sections of the line.

A further object is toprevent the dispatcher from changing the signals in a section of the-line from one direction of travel to another when a train is inany one of certain determined blocks in said section.

With the above objects in view, theinvention consistsv generally in novel features of structure and combination appertaining to a line'of track which embodies the char acteristics stated and having to do with the selection and co-relat'ion oi": the signalsgoverning traiiic'i'n opposite directions, the dis patchers control of such signals, the recording of train movements at the dispatchers office, the automatic safeguarding of a train in one block against the movement of a following train into the same block, the automatic safeguarding of oppositely moving trains whereby they may not travel in the same section atthe same time, and the protection of the sections against erroneous operations of the dispatchers switches.

The invention illustrated in the accompanying drawings, wherein:

Figure 1 is a schematic diagram of the system in a form in which short third rails or ramps are used in connection with cab signals or equivalent electrical receiving devices.

Figure 2 isa schematic diagram of the cab signal circuits.

Figure 3 is a view similar to Figure 1 but showing an alternative form in which fixed signais are used.

' Referring to Figure '1: The line of track is divided into sections,

each composed of a determined number of blocks. The sections are designated A, B, O, D, E, F and Grand are provided by insulated joints located at suitable intervals in the rail 2, rail 1 being electrically continuous. Inthe drawings it is assumed'that blocks B to F constitute a section B-F upon which trains may operated in either direction and that blocks A and "G are at the ends of similar sections, T- -A and G-M which adjoin the section B--F on the west and east respectively. The adjacent ends of the sections are bridged by sidin-gs 4 at whicl'i-trains may meetand pass one another in the customary manner. At the clearance point of the sidings' insulating j'oints,'as 3,

electrically separate the straight portions of the sidings from the maintrack in the manner and for the purpose well-known to those skilled .in the art. Since the apparatus and circuits for each section are i entical only one complete section, namely, the section B-F, has been shown but the elements entering into the dispatchers control and the recording of train movements have been shown for the three sections which the drawing assumes. Thus switches 5 TA, 5 BF and 5 GM in the dispatchers ofiice, interlocking tower or way station control the signals for the sections T-A, B-F and G-M, respectively.

Each block is provided with a track circuit which includes a local battery 8, a track relay and their connections, the circuit so constituted being well-known to those skilled in the art. The track relays for the several blocks are designated a, b, 0, d, e, f and g. All of the relays each control two armatures 9 and 10 and the relays a, c, e and g additionally each control a third armature 11. All of the armatures have front contacts and the armatures 9 and 10 of relays 0, (Z, c and g additionally have back contacts. WVhen there is no train in a block its track relay is energized and the armatures through their respective front contacts control certain signal circuits; but when the block is occupied, its track relay is de-energized and, if said relay be one whose armatures have back contacts, circuits will be controlled for the purposes of locking the dispatchers switch of the corresponding sec- 2 tion and of providing for a record of train movements as will be hereinafter described in full detail.

Adjacent to the track are located short third rails or ramps for the purpose of train control. These, in accordance with known practice, are preferably arranged in pairs, each comprising a home rail and a distant rail. The home rail is located just in the rear of the entrance of the block which it protects and the distant rail is located approximately the braking distance in the rear of the home rail. The train control rails are located at both sides of the track and with respect to the direction of train move ment for which they are intended are preferably located atthe right of the track. The distant and home rails for the control of eastbound trains are respectively designated 12 and 13 and those for the control of west bound trains are designated and 14, the rails appertaining to each block being distinguished by prefiXing the letters designatory of the block to the reference numerals 12, 13, 14 and 15. When the train control rails are electrically energized a clear or proceed signal is shown in the locomotive and when the control rails are de-energized a danger or stop signal is shown. The train control rails may be energized or de-energized from a battery, as 16, preferably located in the dispatchers ofiice, by the several positions of the manually operated dispatchers switch for the section in which said rails are located, but if any of the switches 5 T-A, 5 BF, or 5 GM be positioned to energize the train control rails of a corresponding section, electrical energy cannot reach the control rails if the block ahead be occupied since the circuit is broken through the track relay of such occupied block. The control of train movements may be explained with reference to the switch 5 BF and the blocks which compose the section B-F. The drawing being considered, the arm of the switch 5 B-F has a left hand position in which it de-energizes the control rails 14 and 15 for west bound trains and engages a contact 17 to energize the control rails 12 and 13 for east bound trains, a right hand position in which it de-energizes the control rails 12 and 13 for east bound trains and engages a contact 18 to energize the control rails 14 and 15 for west bound trains, and an intermediate position in which, being out of engagement with either of said contacts, it de-energizes all the train control rails.

As shown, the arm of switch 5 BF is engaged with the contact 17 thereby to en ergize the control rails 12 and 13 for eastbound trains. Assuming that an east bound train. is travelling in block B and that block G is unoccupied, the train control rails C 12 and C 13 will give a proceed signal to such train and are energized through the following circuit from battery 16 in the dispatchers oflice: wires 23 and24, relay25 (for the purpose to be hereafter described), wire 26, shaft 59 and arm of switch 5 BF, contact 17 wires 27 and 29, armature 9 of track relay a, front contact 30, wire 31, train control rails C 12 and C 13, thence through a circuit on the locomotive as will be hereafter described to track rail 1 and thence through wire 32-to the opposite side of battery 16. If however, there be a train in block C, track relay 0 will be de-energized and the circuit above described will be broken at front contact 30, thus de-energizing the train control rails whereby the train in block B will receive a stop or danger signal before it reaches the entrance to block C. Train control rails D 12 and D 13 aresimilarly energized if there be no train in block D, the circuit being as follows 2 from wire 27 in the circuit above described, wires 33 and 34, armature 9 of track relay (Z, front contact 30, wire 35, rails D 12 and D 13, and thence through the cab circuit and to battery 16 as previously described. In the drawing a train T is indicated in block D and the circuit of the rails D 12 and D 13 is accordingly shown as broken at the front contact 30, thereby to de-energize the rails D 12 and D 13 and give a stop or danger signal. to the vehicle in block C. Train control rails E 12 and E 13 are similarly energized and deenergized, the circuit being as follows: as

above. described to wire 27 and thence wires 33, 36, and 37, armature 9 of track relay 6, front contact 30, wire 38,. and rails E 12 and E 13 to battery 16 in the manner described. In the case of train control rails F 12 and F 13 it is required for their energization that both block F at the end of section B.- F' and block G at the beginning of section G-M be unoccupied. 'The purpose of this variation will be described here- .inafter. Assuming that blocks F andG are unoccupied the circuit of rails F 12 and F 13 may be traced as follows: as above described to wire 27 and thence wires 33, 36., 39 and 40, armature 11 of track relay g, front contact 41, Wire 42, armature 9 of track relay 7, front contact 30, wire 43, train control rails F 12' and F 13 and thence to battery 16 in the manner described. It will be noted-that the circuit of rails F 12 and F 13 is taken through armatures of both track relays f and g and is broken at front contact 30 if block F be occupied and at front contact 41 if block G be occupied.

It will thus be seen that when the arm of switch 5 B-F engages contact 17, an east bound train may proceed with a clear signal from block B to block F, subject to the block in advance being unoccupied and in the case of block Efurther subject to block G being also unoccupied; and aftersuch train has left block C, a second east bound train may start with a clear signal from block B. In other words the dispatcher has set up a clear train .movement for an east bound train from block B to block F but each east bound train automatically protects itself in the rear. As soon, however, as. the dispatcher disconnects switch 6 from terminal 17, all of the train control rails governing east bound train movement from block B to block F are de-energized whereby to give a danger signal to an east bound train.

, \Vhcn switch 5 B- F is engaged with contact 18 all cast bound train control rails are de-energized and all West bound train control rails which govern movements from block F to block B are energized. Assuming a train to have entered block F and block .E .to be unoccupied, train control rails E 14 and 15 are energized through the following circuit: battery 16 in the dispatchers ofli ce, wires 23 and 24, relay 25, wire 26, shaft 59., arm of switch 5 B-F, contact 18, wires 44, 46, 47 and 48, armature 10 of track relay 6, front contact 49, wire 50, rails E 14 and 15, and thence through the circuit on the locomotive to track rail 1 and by wire to the opposite sideof battery 16. If, however, block E be occupied the circuit above described will be broken at the front contact 49 whereby the rails E 14 and E 15 will be de-energized and the train in block F will receive a stop or danger signal. Traincontrol rails D 14 and D 15 are similarly energized if there is no train in block D, the circuit being as follows: towire. 44 as above described and thence by wires 46 and 51, armature 10 of track relay 0!, front contact 49, wire 52 and rails D 14 and D 15 to the opposite side of bat tery 16 in the manner described. The train T indicated in the drawing as occupying block D will de-energize track relay 0? and the circuit just described is accordingly shown as broken at the front contact 49 whereby the rails D 14 and D 15 will be de-energized so that the following train in block E will receive a stop or danger signal. Train control rails C 14 and C 15 are similarly energized and dc-energized, the circuit being as follows: towire 44 as above described and thence by' wires 53 and 54, armature 10 of track relay 0, front contact 49, wire 55 and rails C 14 and C 15 to the opposite side of the battery 16 in the manner described. In describing the control of east bound trains, it was pointedout that before a train could be given a clear signal whereby safely to enter the last block F of the section, it was required that both that block and the first block G of the succeeding section be unoccupied. In like manner in the control of west bound trains before the control rails B 14 and B 15 can be energized to give a clear signal for the entrance of a train into block B, the last block of the section BF in the direction of west bound train movement, it is required that both block B and block A, the first block of section T--A in the direction of west bound train movement, be unoccupied. Assuming that this condition obtains, that is to say that both blocks B and A are unoccupied, train control rails B 14 and'B 15 are energized through the following circuit: to wire 44 as above described and thence by wires 53 and 56, armature 11 of track relay a, front contact 41, wire 57 ,armature 10 of track relay 6, front contact 49, wire 58 and rails B 14 and B 15 to the opposite side of battery 16 in the manner described. It will be noted that the circuit of rails B 14 and B 15 is broken at front contact .49 if block B be occupied and at front contact 41 if block A be occupied.

It will thus be seen that when the arm of switch 5 B- -F engages contact 18 a west bound train may proceed with a clear signal from block F to block B, subject to the block in advance being unoccupied and in the case of block C further subject to block A being also unoccupied; and after such train has left block E a second west bound train may start with a clear signal from block F. In other words the dispatcher has set up a clear train movement for a west bound train from block F to block B but each west bound train automatically protects' itself in the rear. As soon, however,

bound train.

The circuit of the train control rails B 12 and B 13 is taken through both track relays b and c and the circuit of train control rails B 14 and B 15 through both track relays a and b with the following consideration'in view: If the dispatcher has engaged switch 5 T-A with contact 17, thus setting up an east bound train control for section T and at the same time has engaged switch 5 B-F with contact 18, thus setting up a west bound train control for section B-F, the two trains will have to meet and pass at the siding provided for the purpose and which is shown adjacent block B. If now the east bound train enters block A approximately at the same time that the west bound train enters block C, each train will automatically receive a danger signal (by reason of the controlling track circuits) before reaching block B and this will provide ample time in which the trains may slow down whereby one of them may take the siding while the other proceeds. It is, of course, immaterial whether the sidings be located at both ends of the same section, that is to say adjacent the first and last blocks of the section, as shown in the drawing, or at corresponding ends of adjacent sections, that is to say adj acent the first blocks or last blocks (considered according to east or west bound directions of train movements) of adjacent sections. The arrangement described may be resorted to at all siding points and is particularly advantageous where the siding and adjacent blocks are relatively short. \Vhile preferred it is not, however, in most cases indispensable and may be obviated, particularly if the siding and adjacent block are relatively long, by placing the distant control rails which adjoin such block, e. g. in the case of block B the rails C 12 and A 15, sufficiently back of the respective east bound and west bound exits which such rails guard to give ample warning to the engineer of the train in such block, e. g. the block B, to stop and permit the approaching train in the adjacent block to take the siding.

The invention also includes means operative during the movement of a train in a prescribed part of the section, whereby the dispatcher is prevented from changing the proceed signals which he has provided for by the operation of his switch, such means operating to lock the switch in the clear signal position. Taking the section B-F as an example, the swltch locking means is automatically operative during the movement through the part of the section comprised by the blocks C, D and E of either an east bound or a west bound train to which'a clear signal for blocks C or E, respectively has been given by the dispatcher. Thus in the case of an east bound train which has received a clear signal at the control rails C 12 and C 13' and pursuant thereto has moved into block C,the dispatcher may not, during the operation of such train in the prescribed part of the section, i. e. in blocks C, D and E, change the position of his switch 5 15-15 so as to give a danger or stop signal to such train.

A shaft 59 is provided for each dispatchers switch and upon which the. arm of said switch is mounted. The shaft 59 also carries a disk 60 which is provided with peripheral notches 61 and 62. The relay 25 above mentioned has an armature 63 which is hinged at 64 and at its free end has a projection 65 for engagement as a detent in either of the notches 62 or 61 accordingly as the switch arm is positioned to engage the contact 17 or the contact 18. Such engagement of the detent 65 in either of the notches 62 or 61 is effected when the relay 25 is energized; when said relay is de-energized the armature 63 is pulled back by a spring 66, thereby disengaging the detent 65 from the notch 62 or 61 as the case may be.

Assuming that the switch 5 B-F is engaged with contact 17 to give a proceedto east bound trains, relay 25 is energized so long as such a train is in the part of the section which consists of blocks C, D and E. When block C is occupied relay 25 is energized through the following circuit: from battery 16 in the dispatchers ofiice, wlres 23 and 24, relay 25, wire 26, shaft 59, arm of switch 5 B F, contact 17, wires 27 and 29, armature 9 of now de-energized track relay (2, back contact 67, wire 68, track rail 1 and wire 32 to the opposite side of battery 16. When block D is occupied, the circuit of relay 25 may be traced as follows: to wire 27 as above described and thence by wires 33 and 34, armature 9 of now de-energized track relay (Z, back contact 67, wire 69, track rail 1 and wire 32 to battery 16. When block E is occupied the circuit of relay 25 may be traced as follows: to wire 27 as above described and thence by wires 33, 36 and 37, armature 9 of now de-energized track relay 6, back contact 67 wire 70, track rail 1 and wire 32 to battery 16. It will thus be seen that so long as an east bound train occupies either of blocks C, D or E detent 65 engages in notch 62, thus locking switch 5 BF in engagement with contact 17.

Vhen switch 5 BF is engaged with contact 18 so as to give a proceed to west bound trains, relay 25 is energized so long as there is a west bound train in the part of the sec tion which consists of blocks E, D and C and thus effects the engagement of detent 65 in notch 61, whereby to lock the switch.

When block E is. occupied relay 25 is energized through the following circuit: from battery 16 in the dispatchers oflice and thence by wires 23 and 24, relay 25;, wire 26, Shaft 59, arm of switch 5 B'F, contact 18, wires 44, 46, 47 and 48, armature 10 of now (ls-energized track relay 6, back contact 71, wire 70, track rail 1 and wire 32. to battery '16.. When block D is occupied, the circuit of relay 25 is as follows: to wire 44 as above described and thence by wires 46 and 51, armature 10 of now de-energized track relay .65, back contact 71, wire 69, track rail 1 and wire32 to battery 16. When block C is occupied the circuit of relay 25 is as follows:

to wire 44 asabove described and thence by wires 53. and 54, armature 10 of now deenergized track relay 0, back contact 71, Wire 68, track rail 1 and wire 32 to battery 16.

It will thus be seen that when the dispatcher has set up an east bound train move- C. It follows that the dispatcher is unable at the same'time to give a proceed signal to both an east and west bound train within a range of the section where the trains cannot pass. one another.

The part of the section which is thus protected by the. automatic locking of the dispatchers switch may obviously comprise as many blocks as may be necessary in the interest of safety, but it is preferable to give the dispatcher full liberty in manipulating the switches when only the blocks adjacent the sidings are occupied, and for this reason the track relays b and f are not provided with back contacts and hence cannot, as deenergized, establish circuits as above de-,.

scribed for the relays 25. Relays 25 of blocks B and F are otherwise prevented in a manner to be hereinafter described from looking the switch 5 B F when only blocks B orflF are occupied.

Figure 2 illustrates the circuits in the cab of the locomotive to which reference has been made. Such cab is provided with signals or equivalent electrical devices indicated by the showing of lamps P and S, lamp P being for the proceed signal and lamp. S for the stop or danger signal. Instead of lamps electro-magnetic devices may be provided and theseinay be used for other purposes than, or in addition to the display of signals, such, as is well-known in the art,

the operation or regulation of speed control devices or electro-pneuinatic air valves or both. The locomotive is provided with a movably mounted contact shoe 72 which is preferably hinged as at 73 and engages the train control rails 12, 13, 14 and 15, these being inclined at the ends in the usual manner and as shown in niy prior Patent No. 1,140,628 of May25, 1915.- When the shoe 72 rests upon the straight portion of the control rail, it is by such rail held tilted back so as to disengage the contact74 and to 'COlIlPIGSSiJhQ spring 7 5 by which it is caused to engage the contact 74 as it moves'down the inclined end portion of the control rail and is held in such engagement after it has passed beyond the control rail. The locomotive also carries a relay 76 and a battery 77 l/Vhenrelay'76 is, energized armature 78 engages two front contacts 79 and 80 and when relay 76 is 'de-energized armature 7 8 engagesback contact 81. When the contact shoe 7 2 is passing an energized train control rail current is supplied to relay 76 from battery 16 in the dispatche1"s office through the following circuit: from train control rail and thence by contact shoe 72, wire 82, relay 76, wires 83, 84, 85, and 86, resistance 87, wire 88, aXle 89, wheel 90, to track rail 1, and thence to the opposite side of battery 16 in the manner described.

Relay 76 being thus energized, armature 78 is caused to, engage the front contacts 7 9 and 80 and thus establish a circuit for lamp P which may be traced as follows:

battery 77, wire 91, armature 78, front contact 80, Wire 92, lamp P, wire 93, wire 84,

and wire 94 to the other side of battery 7 7 Then the contact shoe 72 leaves an energized train control rail, contact 74 is en-- in the dispatchers office to keep relay 76 energized, armature 78 drops and engages back contact 81. This will break the circuit through lamp P and establish a new circuit through lamp S as follows: from battery 77, wire 91, armature 78, back contact 81, wire 96, lamp S, and wires 97, and 94 to the other side of battery 77 When the contact shoe leaves the other end of a tie-energized train control rail, contact 74 of the stick circuit is again engaged but the stick circuit through relay 76 is still inoperative since front contact 79 is now open- Hence lamp S is continued in operavoflice of the movement of trains.

tion until a train control rail is reached which is energized.

Resistance 87 is placed in the cab circuit in order to prevent relay 25 from looking switch 5 B-F except in the manner and under the circumstances above described. As above explained when there is a train on block C, D, or E, current flows through relay 25 in a circuit taken through a back contact 67 or 71 as the case may be, thus locking switch 5 BF. When the contact shoe 72 on the locomotive is passing an energized train control rail, current is also flowing through relay 25 in the circuit in which such rail is included but by reason of the combined resistance of relay 76 and resistance 87, there is not sufficient current flowing through relay 25 in the circuit of the control rail to attract the armature 63 against the tension of spring 66. Therefore, the engagement of shoe 72 with an energized train control rail will not in itself cause the locking of switch 5 B-F. As above noted it is desirable when a train is in either of blocks B or F and each of blocks 0, D and E is unoccupied that switch 5 BF be unlocked and the provision of resistance 87 accomplishes this result by effecting the necessary reduction of the current flow through relay 25 in the circuit of the train control rails.

The invention also includes means by which record is made in the dispatchers Such record. is made upon a suitably mounted sheet 98 driven by a roller 99, which in turn is driven by a shaft 100 provided with a ratchet wheel 101. A pawl 102 actuates the wheel 101 and is pivotally connected to armature 103 of electro-magnet 104, the armature being hinged at 105. The magnet 104 is periodically energized thereby to move the ratchet wheel 101. A spring 106 normally pulls armature 103 and pawl 102 to the right (the drawing being considered) when magnet 104 is de-energized. The magnet 104 is connected by wire 107 to a make and-break device 108 periodically operated by a clock 109. This may well be of the form shown in my prior Patent 1,203,146 granted October 21, 1916. The device 108 periodically closes the circuit of the magnet 104 to energize the same, the circuit being as follows: from battery 110, and thence by wire 111, electro-magnet 104, wire 107, make-and-break device 108 and wire 112 to the other side of battery 110. The make-and-break device 108 is operated say every five seconds so as to give a slow and.

uniform movement to record sheet 98 through ratchet wheel 101 and pawl 102.

The record sheet 98 is transversely divided into sections as 113 T-A, 113 B-F and 113 G-M, each section representing a section of single track between sidings or other points where trains may pass each other. Longitudinally the record sheet is divided into time lines such as 1 A. M., each one of the lines representing a one minute interval. It will thus be seen that longitudinally the record sheet assumes a constantly changing position during the twenty-four hours of the day.

Adjacent to the record sheet are located perforating magnets 116, one for each section of the line, which magnets control the armatures 117. Pivotally attached to armatures 117 are perforating needles 118, so positioned adjacent to the record sheet that when a perforating magnet 116 is energized, a perforation is made in the record sheet.

As above explained whenever blocks O, D or E are occupied by a train relay 25 is energized and armature 63 is operated by the corresponding magnet. Attached to armature 63 but insulated therefrom is a metallic contact plate 119. When armature 63 is operated by relay 25 the plate 119 en ages contacts 120 and 121 and thereby perf orating magnet 116 is energized through the following circuit: battery 110, wires 111 and 122, contact plate 123 (on armature 103) wires 124 and 125, perforating magnet 116, wire 126, contact 120, contact plate 119, contact 121, and wires 127 and 128 to the other side of battery 110.

It will be noted that the circuits of the perforating magnets 116 are taken through a circuit-breaking device which is constituted by the armature 103 provided with the contact plate 123 from which it is insulated so that these circuits (when armature 63 is attracted by the magnet of relay 25) are periodically made and broken. By reason of this periodic breaking of the circuits of the perforating magnets a continuous perforation is made on the record sheet as long as partof the section between sidings is occupied. Thus when an east bound train leaves block B perforating magnet 116 will start to perforate in section 113 BF of the record sheet as soon as the train has entered block C and will continue to perforate until the train has left block E, thus recording the exact time when a train entered the part of the single track section between the sidings and also giving the length of time the train remained in such part of the single track section. A dispatcher having a number of track sections under his control thus knows what progress the trains on his division are making and can vdirect train movements by the proper positioning of the manually operable switches with the greatest dispatch.

The modification shown in Figure 3 is identical, in so far as circuits and recording means are concerned, with Figure 1 and the difference consists in substituting fixed signals instead of cab signals. The several blocks, track batteries, track relays and track relay armatures are identical, as are also the circuits from battery 16 in the dispatchers otfice through the several positions of switches 5 T-A, 5 ]3F, or 5 G--M and the armatures of track relays, but instead of'two train control rails being shown for each direction for each block, relays are provided for the control of fixed signals as 129 and 130, the relay 129 controlling fixed signals for east bound train movements and relay 130 controlling fixed signalsfor westbound movements. These relays may control both home and distant fixed signals in a manner well-known to those skilled in the art. hen a relay 129 or 130 is energized a clear signal is displayed and when it is ale-energized, a danger signal is displayed.

The operation of the form of the system shown in Figure 2 will be apparent by tracing the circuits through relay 129 which control the eastbound signals into block G.

hen the dispatcher has placed switch 5 BF in contact with terminal 17, thus anthorizing an east bound train movement from block 13 to block F, a circuit is closed through relay .129 of block C as follows: from batterylfi in the dispatchers oflice to switch 5 B-F., as previously described and thence by contact 17 wires27 and 29, armature 9 of track relay 0, front contact 30, resistance 131, wire 132, relay 129, wire 133, track rail 1, and wire 32 to the other side of battery 16. If there is" no train in block G, relay 129 will be energized thus corresponding to the energized condition of train control rail C 12 and G 14: of Figure 1 and the fixed signals which itcontrols are .in the clear position, but if'block C is occupied by a train armature 9 of track relay 0 will drop away from front contact 30. and re-,

lay 129 will be de-energized thus corresponding to the ole-energized condition of :the train control rails of Figure 1, and the fixed signals which it controls are in the danger position. Since it is obvious that relays 129 and 130 for other blocks and other directions operate in the same manner, it is thought not necessary to describe their operation infurther detail. Resistance 131 is inserted between front contact 30 and relay 129 and resistance 134 is inserted between front contact 19 and relay 130 for the same purpose for which resistance 87 is inserted in the cab circuit, that is to say, to reduce the flow of current through relay-25 in the dispatchers ofiice so that its armature 63 is not attracted to lock switch 5 BF unless an armature of the track relay closes the back contacts 67 or 71 in which case a shunt circuit is established in the manner above de scribed to cut out resistances 131 or 134 and thereby increase the flow of current so as to cause the magnet of relay 25to attract the armature '63 and lock the switch. It will be understood that the details description of the forms herein disclosed is not intended to impose any limitations upon the scope of the claims or to be taken other- Wise than for the purpose of exposition since the embodiments in which the invention may be expressed are not confined to those disclosed. 2

Having fully described my invention, I claim:

1. In a system of train control, in combination, a tra'ckway divided into sections, each section being divided into blocks, sidings adjacent the ends of the sections, train control means arranged on each side of the trackway in the rear of each block, a source of current, a switch provided for each section for connecting one terminal of the source selectively to the train control means at either side of the section whereby to cause such means to give a proceed signal to trains travelling in one direction, means controlled by the presence of a train in a block for de-conditioning the train control means in the rear of such block whereby to give a stop signal to a following train, normally inoperative locking means for said switch, and means controlled by the presence of a train in any block between those blocks adjacent the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition the train control means governing the movement of such train while said train is remote from the blocks adjacent the sidings but may be operated when a train is in the blocks adjacent the sidings; V

2. In a system of train control, in combination, a trackway divided into sections, each section being divided into blocks, sidings adj acent the ends of the sections, train control means arranged on each side 0i the trackway in the rear of each block, a source of current, a switch provided for each section for connecting one terminal of the source selectively to the train control means at either side of the section whereby to cause such means to give a proceed signal to trains travelling in one directromnormally' inoperative locking means for said switch, and means controlled by the presence of a train in any block between those blocks adjacent the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition the train control means governing the movement of such train While the train is ina block remote from said sidings but may be operated'when a train is in the blocks adj acent the sidings.

In a system of-train control, in combi-' nation, a trackway divided into seot1ons,:

each section beingdividedinto blocks, sidings adjacent the ends of the sections, train control means arranged on each side of the trackway in the rear of each block, a source of current, a switch provided for each section for connecting one terminal of the source selectively to the train control means at either side of the section whereby to cause such means to give a proceed signal to trains travelling in one direction, normally inoperative locking means for said switch, means controlled by the presence of a train in any block between those blocks adjacent the sidings for causing an operation of said locking means whereby the switch may not be operated to (lie-condition the train control means governing the movement of such train while said train is remote from these blocks adjacent the sidings, recording devices lo cated at a fixed remote point, one recording device being provided for each section, and means controlled by the operation of said locking means for causing the operation of the recording device for the corresponding section.

e. In a system of train control, in combination, a traclrway divided into sections, each section being divided into blocks, sidings adjacent the ends of the sections, train control means arranged on each side of the traclrway in the rear of each block, a source of current, a switch provided for each section for connecting one terminal of the source selectively to the train control means at either side of the section whereby to cause such means to give a proceed signal to trains travelling in one direction, normally inoperative locking means for said switch, means controlled by the presence of a train in any block between those blocks adjacent the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition'the train control means governing the movement of such train while said train is in a block remote from said sidings, recording devices located at a fixed remote point, one recording device being provided for each section, means controlled by the operation of said locking means for causing the operation of the recording device for the corresponding section, and means controlled by the presence of a train in a block for de-conditioning the train control means in the rear of such block.

5. in a system of train control, in COD'lblnation, a tracl-tway divided into blocks, train control means arranged on each side of the trackway in the rear of each block, a source of current, a switch for connecting one t rminal of the source selectively to the train control means at either side of the trackway, whereby to cause such means to give a proceed signal to trains travelling in one direction, normally inoperative locking means for said switch, means controlled by the presence of a train on a block remote from the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition the train control means governing the movement of such train, a recording device located at a fixed remote point, and means controlled by the operation of said locking means for causing the operation of said recording device.

6. In a system of train control, in combination, a trackway divided into blocks, train control means arranged on each side of the trackway in the rear of each block, a source of current, a switch for connecting one terminal of the source selectively to the train control means at either side of the trackway whereby to cause such means to give a proceed signal to trains travelling in one direction, normally inoperative locking means for said switch, means controlled by the presence of a train on a block remote from the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition the train control means governing the movement of such train, a recording device located at a fixed remote point, means controlled by the operation of said locking means for causingthe operation of said recording device, and means controlled by the presence of a train in a block for de-conditioning the train control means in the rear of such block.

7. In a system of train control, in combination, a trackway divided into sections, each section being divided into blocks, sidings adjacent the ends of the sections, train control means adjacent the trackway for one direction of movement, train control means adjacentthe traclrway for the opposite di rection of movement, said means in each instance being arranged in the rear of each block, a switch provided for each section-for connecting one terminal of a source of current selectively to the train control means for either direction of movement whereby to cause such means to give a proceed signal, means controlled by the presence of a train in a block for de-conditioning the train control means in the rear of such block whereby to give a stop signal to a following train, normally inoperative locking means for said switch and means controlled by the presence of a train in any block between those blocks adjacent the sidings for causing an operation of said locking means whereby the switch may not be operated to de-condition the train control means governing the movement of such train while said train is in. the blocks remote from the siding but may be operated when a train is in the blocks adjacent the sidings.

8. In a system of train control in combination, a trackway divided into sections, each section being divided into blocks, sidings adjacent the ends of the sections, train control means adjacent the trackway'for one direction of movement, train control means ad- 'jacent the trackway forthe'opposite direcfor connecting one terminal of a source of current selectlvely to the tram control means for either directionof movement'whereby to cause such means to give a proceed signal, normally inoperative locking means for-said switch, and means controlled by the presence of a train in any block between the blocks adjacent the siding for causing an operation of said locking means whereby the switch may not be operated to cle-condition the train control means governing the movement of such train while said train is in the blocks remote from the sidings but may be operated when a train is in the blocks adjacent the sidings.

9. In a system of train control, in combination, a trackway divided into sections each section being divided into blocks, sidings adjacent the ends of the sections, train control means adjacent the trackway for one direction of movement, train control means adjacent the trackway for the opposite direction of movement, said means in each instance being arranged in the rear of each block, a source of current, means provided for each section for connecting one terminal of the 1 source of current selectively to the train control means for either direction of movement whereby to cause such means to give a proceed signal, means controlled by the presence of a train in a block for de-conditioning the train control means in the rear of such block, a central station, means at ing circuit for indicating the movement of a train in a section, a normally open circuit closer controllingsaid operating circuit, a magnet for operating said circuit closer, and operating circuits for said magnet taken through and thereby subject to control by certain of said de-conditioning means for causing an operation of said indicating means.

10. A train control system for safe-guard ing the movement of trains in the same and opposite directions over a single track comprising a track divided into sections, each section being divided into blocks, means along the track for conducting electric currents operable to govern movements of a train in one direction, means along the track for conducting electric currents operable to govern movements of a'train in the opposite direction, said respective means being positioned adjacenteach block, a central'oflice for controlling the movements of trains in either direction over a plurality, of sections, a source of current for conditioning the-respective train governing means, a switch in the central oflice selectively operable for conditioning either of said train governing means, a track circuit comprising a track relay for each block, said circuit from the central office switch leading through selective actuating means of a limitednumber of relays in each section, and. a locking circuit for the switch having a part in common with the conditioning circuit 1 operable through said stated selectiveactuatingmeans for preventing the movement of said, switch while a train is in anyblock controlled by the stated relays. 7

11. A train controlsystem for safe-guarding the movement of trainsin the same and opposite directions over a single track comprising a track divided into sections, each section being divided into blocks, means alongthe track'for conducting electric currents operable to govern movements of a.

train in one direction, means along the track for conducting electric currents operableto govern movements of a train inthe opposite direction, said respective means being positioned adj acenteach blo'ck,trains adapted to move over the track, said' trains including a signal circuit adapted to be energized through said governing means, a

central olfice for controlling the movements of trams 1n elther direction over a pluralltyofsections, a source of current for condltloning the respective train governing means, a

switch in the central ofiice selectively operable for'conditioning either of saidtrain governing means,'a track circuit comprising a track relay for each block, said circuit from the central office switch leading through selective actuating means of a limited number of relays in 'eaeh'section, the central station including a local operatsection beingdivided into blocks, means along the traclr for conducting electric currents operable togovern movements of a trainin one direction, means I along thetrack for conducting electric currents operableto govern movements of a 13321111111 the opposlte direction, said respectlve means being positioned adjacent each block, a central oflice for controlling the movements of'trains in 'ei'tlier direction over'a plurality of sections, 7 "a source oflcurrent for conditioning the resp'ectivetrain governing means, a switch in the central oflice selectively operable for [conditioning either of'said train governing means, a track circuit comprising a track relay for each block, said'circuit from the" .central office switch'leading through selecwhile a train is in any block controlled by the stated relays, and an electric circuit in the central oilice passing through the switch and closed by a train coacting with said governing means for indicating the position of said train in the section. I 13. A train control system for safe-guarding the movement of trains in the same and opposite directions over a single track comprising a track divided into sections, each section being divided into blocks, means along the track for conducting electric currents operable to govern movements of a train in one direction, means along the track for conducting electric currents operable to govern movements of a train in the opposite direction, said respective means being positioned adjacent each block, a central ofiice for controlling the movements of trains in either direction over a plurality of sections, a source of current for conditioning the respective train governing means, a switch in the central office selectively operable for V conditioning either of said train governing means, a track circuit comprising a track relay for each block, said circult from the central oflice switch leading through selecrtive actuating means of all relays in each section except the relay for an end block of each section, and a locking. circuit for the switch having a part in common with the conditioning circuit operable through said stated selective actuating means for preventing the movement of said switch While a train is in any block controlled by the stated relays except the end blocks.

14. A train control system for safe-guarding the movement of trains in the same and opposite directions over a single track comprising a track divided into sections, each section being divided into blocks, means along the track for conducting electric currents operable to govern movements of a train in one direction, means along the track for conducting electric currents operable to govern movements of a train in the opposite 7 direction, said respective means being positioned ad acent each block, a central ofiice stated relays, and an electric circuit in the central oflice passing throughthe switch and 7 closed by a train coacting With said governing means for recording the position of said train in the section. c

In testimony whereof I aflix my signature.

PAUL J. SIMMEN.

a train is in any block controlled by the'i for controlling the movements of trains in either direction over a plurality of sections, a source of current for condltlonmg the re spective train governing means, a switch in the central office selectively operable for conditioning either of said train governing means, a track circuit comprising a track relay for each block, said circuit from the central oflice switch leading through selective actuating means of a limited number of CERTIFICATE OF CORRECTION.

Patent No. 1,767,557. Granted June 24, 1930, to

PAUL J. SIMMEN.

It is hereby certified thaterror appears in the printed specification of the above numbered patent requiring correction as follows: Page 7, line 21, for "Figure 2" read Figure 3; and that the said Letters Patent should be read with this correction therein that the same may conform. to the record of the case in the Patent Office.

, Signed and sealed this 5th day of August, A. D. 1930.

Wm. A. Kinnan, (Seal) Acting Commissioner of Patents. 

